James rilbhow



muren srarns Parana? .ossi-on JAMES PILBROV, OF TOTTENI'IAM GREEN, ENGLAND, ASSIGNOR TO CHARLES COLLINS.

INJET REACTING ROTARY STEAM-ENGINE AND THE MANNER OF GONNECTING IT `WITH MACHINERY TO BE PROPELLED.

Specification of Letters Patent No. 3,131, dated June 14, 1843.

To all whom 'if may concern Be it known that I, JAMES PILnnow, ot Tottenham Green, in the county of Middlesex, England, engineer, and a subject of the Queen of Great Britain,have invented cert-ain new and useful Improvements in Steam-Engines or in the Application of Steam or other Suitable Elastic or Aerifcrm Fluids to Produce Motive Power, which improvements, combined together,

ferm a steam-engine characterized by me,

to distingish its principles from those of othei: engines, as the Injet-Reaction Rotatory Engine, and that the same is fully described and represented in the following specification and accompanying drawings.

I/Vishing publicly to record the origin of my discovery, I shall depart somewhat vfrom the usual form of specilication, believing that the results of my experiments will create a great alteration in the application ci steam, and that my engine will entirely l supersede those new in use. The properties laboriously applied, I undertook a long se-V riesof experiments to discover' how this might be done. I first commenced on the most simple form of engine known to us, that of Heros, and ascertained the true causes of .itslcss of power, and found after many inventions `to obtain by this simple machine tl-iefull power and duty from expansion, tl1a`tthcugh I could considerably increase its power by the form ot arm shown in Figure 1, Drawing C, yet that I could not obtain. the whole :duty from expansion and consequently that an engine cn this principle could never be brought to compete with Mr. I/Vatts condensing engine. flhegfailure however of my plansto obtain `these'results,;disclosedto me the remarkable fact. that a current of steam in rapid motion, that is issuing from an orifice, loses almost entirely that. power of lateral expansion which it possesses when .cut off and allowed to expand from a state ot' comparative rest. lVhen I hady confirmed this phenomenon by other experiments I was satisfied that steam possessed an impulsive power of the utmost efficiency entirely different. from what had ever been supposed, for its full expansive torce not being given out laterally must have gone,somewhere,and as it `could only expand in the line of its issue I became 'acquainted with this new and singular property of steam; that is possessed in its' mere velocity alone a propulsive torce from its lineal expansibility, equal in power and dut-y lto the gross etiect obtained `when cut oit and allowed to expand under the best circumstances. I had next to transmit this new principle of steam power to machinery with'the least possible loss froinfriction, and other deductions, by some engine as simple'as the principle and'this I supplied as hereinafter described. `But I wish first to show thatthere exists in nature ananalogy between steam andy water as moving powers, when applied by their simple velocity, that it may be seen how; much more in harmony with her 'laws is this discovery than the present system of applyingsteam.

The two great forces of the universe, pro! ducing all motion, are attraction and repulsion, andV as motion is mot-ion wherever found, whether in steam, water, ora cannc-nball, all motion'mustbe power, power -in proportion to the intensity of motion.

Water obeying the former. law has been i1nmemorially employed in its natural state to give motion to machinery merely by its velocity or" gravltation. But no proper advanfitage has ever been taken of the force of the velocity of steam, which, governed lik all elastic tiuids by the latter law (repulsion), issuesat a speed infinitely exceeding that of water, increasing in velocity in proportion to the heat among its particles. Yet it has been considered by :all writers on the x steam engine and on the properties of steam,

that it possesses but a feeble power by e1ni's-" sion, to turn n wheely in comparison `with the quantity expended. But this error yhas arisen only be -ause noone has ever thought of ascertaining the fact by actual experiment. of a proper kind, and thus the extreme force of the velocity of steam has remained undiscovered to the present advanced state of science. Instead therefore of using vsteam with the same simplicity as water,

the power which steam possesses from velocity has hitherto been destroyed, the steam being cut off as it is called to allow it ..10

to expand from a state of comparative rest. Having thus departed from the simplicity of nature a complication of beams, levers, connecting rods, pistons, valves, eccentrics and expansive gear, and vast cylinders of ponderable matter became necessary to enable the steam to expand over large areas of surface, merely to give back to the more simple operations of nature, that power which is taken from her by gtgnplexity; Whereasvby using it in .its more natural and therefore more simple state, precisely the v same advantages may be obtained by mai being some of those which' led to my inpaps duty

the ot "chinery as cheap, simple and easy of. construction as the water wheel. But, as in all practical sciences there is only one way of -obtaining the most beneficial results, I have found that there is a great difference in the of steam by the peculiar manner in which it is .a plied by its velocity as is found in effect in tiie application of water. I shall therefore rst describe a few experiments,

vention to show the accuracy required.-

' The operation of Barkers mill and of` cation of the velocity of steam, the same duty therefrom' as is obtained by the bestl over-shot water wheel, namely a clear available effect of about two-thirds of the whole power ofthe steam employed, that is twothirds of .its power, and of its extreme duty from expanslon, the steam being expanded in my application of it as low as the atmosvin con phere in high pressure engines, and to the vapor (point, or state of condenser vacuum ensing engines; degrees of attenuation which cannot be obtained by the present system on account of the pist-on. A

2, and 3, in Drawing C represent arms on Heros principle attached in the usual way to a hollow axle (a or b), supplied .with steam and having orifices at the extremities (c and d). When used in the usual way, the arms will revolve by unbalanced pressure, in the direction of the arrows (e and f). But when a dat plate is attached to' the area, immediately before the orifice (g F ig. 2), the steam will iinpinge thereon and being broken up will that the force of impingement equals that of unbalanced pressure. If, however, a cavity (z, Fig. 3), be fixed, instead of the plate, opposite the orifice, at such an angle that the injet of steam can be returned by its reaction clear of the arm, without impinging thereon the arm will revolve in the contrary direction to that of the previous unbalanced pressure, and in the direction of the arrows (.j), with more power tr'ary way, previous to the cavity being fixed thereon; provi/ng that the cavity not only received the same amount of impingement as "the flat plate (g Fig. 2,) received, (which was shown to be at least equal to the unbalanced pressure), but .by this peculiar injet and re-action or reissue of the steam, its whole velocity was arrested, and the cavity thus acquired another power of equa-l amount, sulicient to overcome and carry around the effect of unbalanced pressure only. But if the steam on its reissue or reaction from the cavity (h) is permitted to impinge at all against the arm (d), the arm will then only revolve .in the direction of the arrow (7') with diminished power inproportion to the amount of 'such impingement; and, if all the steam on its reissue or reaction from the cavity (h) is allowed by altering the angle of the cavity -to strike fully against the arm (d), the arm will then remain stat-ionary, as when the flat plate (g Fig. 9,) was used. AWhen I had discovered how, this double power was to be obtained by arresting and transferring the whole velocity of the steam by such'peculiar injet and its clear re-action or reissue, and how its full effect might be impaired, o1' wholly neutralized as just described, I found myself possessed .of a new method of applying the power of steam by its velocity alone, and this became the germ or principle of my improvements in the steam engine; for to carry it out I had only to invent such ina- `chinery would give me this double power in the same direction of motion without. deduction for the unbalanced pressure in the experimental arm (d) to counteract the full effect of the whole force of the velocity, and alsogwithout loss of power from another ment of steam against the back of the cavity nex't in succession. The following therefore is a description of the engine and apparatus by which I propose to effect these objects, the drawings ol." my improvements in steam engines belng contained in eight change its course as therein represented, and v the arm will become stationary, showing l fthan that. with which it revolved the con-- source, that of any back action or `imp ingevSheets of drawings metered A, B, c, D, n, F,

'condensing engine the case mustI be made strong eno-ugh to resist the atmospheric pressure,at those parts where jets of steam are admitted, and from thence to the eduction:

passage several cavitiesxfd d) Fig. l. Drawings G and H should be made with or attached to the inside circumference of the case for the purpose of receiving the used steam and returning t-he same into .the cavities of the steam wheel and where a double row of cavities are used around the steam wheel, the rows of cavities on the ease must be reversed accordingly. These cavities around the case must be placed .in such a posit-ion to the cavities of the steam wheel that on the used steam issuing therefrom and rushing into the cavities in the case, it may be returned therefrom into the cavities on the steam wheel, at the same' angle as that at which the steam first issued from t-he jet pipes, and theused steam will then, as the wheel revolves, be thrown ort at the veduction passage (e). The 'course' of the steam through the. nozzles and rcavities is denoted `-in Drawings G -and'Hf'fby arrows marked thereon.

The periphery` of the steam wheel has a series=of cavities form'edgaround .it (as shown by the dotted lines-iii Drawing A and at e', 0, c, Drawing H), for the reception of one or more jets of steam.- Each of the cavities represented in the wheel (11') Draw ing A may be three quarters of an i-nch deep `hpv-one inch and a half long and half an inch wide, these cavities being better shown on an enlargedscale by Figs. 2.and 3 of Drawing A, and"n emg made 1n the following man- Pieces of copper of suitable thickness are lcut into dimensions of three and onehalf inches long by one inch and three-fourths wide and bent in the form described by g L Fig. Q, being fromY y' to k two and onehalf inches long; from L' to Z, half an inch; and from Z. to m half an inch long. )When a sufficient number to go around the circumference of a'wheel are so bent they are to be-unitedfirmly .together at 2'-, by. riveting or otherwise,so as .to make each cavity threefonrthsJof-an inch deep, and when so Aformed all-aroimdz-for the periphery of the wheel,

each side is to be inclosed between rims of copper, or-iro-n7 or other metal of suitable thickness, in the following manner.

Two corresponding annular rims, each about 011e inch wide are to be grooved at 0 zu g, the said groove being about one eighth of an inch deep and of the precise form of the cavities, in order that the metal composing the same may be accurately fitted therein, this groove being shown in Fig. 3, Drawing A. yOne rim being thus fitted to each edge or side of the cavities around the entire wheel, the whole may be securely fastened together by screw bolts or rivets passing througheach rim at the holes (r, 13) Fig. 3, and With one such fastening at least to each cavity, to preventany steam passing through the interstices therein. The series of cavities will then'be complete and willv form the periphery of the wheel, and can be attached to the nave by spokes or by a plain disk; or a disk of the required strength and size' of the wheel, can be cast entire with'the proper grooves at each side of the extreme circumference (if for a double row of buckets), or with only one groove all around f or a single row, and these grooves' can afterward be cleared out, and the cavities fixed therein and thus form a very powerfulA and very cheap steam wheel. The steam is admitted from the boiler by a pipe (s) Fig. l, Drawing A, sufliciently large to keep fully supplied, the circular steaml chamber (t), from which the steam passes along its several passages or pipes (u, u, 10,), which pass through the periphery of the casel a1 and terminate in nozzles-of the re' quired area and placed as near to the periphery of the wheel as they can be without touching and to conform to the circle there.-

of as shown at o, Iv, fu, o, o. It is important 'that each steam way to each nozzle or orisol eol

tice should be not less than 7 times the area I of such orifice.. Fig. 4:, shows at' a thereof a section of the steam chest (t in Fig. l)

cut through at the line ,w w, and shows also a section of the case and view of the steam- Wheel. rThe inside of the back of the steam chest (a a Fig. 4) is ground true and smooth, showing the outlets (b, b, b', b, 6,) for' the. steam, which correspond with the steam passages (u, u, u, u, u, in'Fig. 1'). Two thirds of an annular plate of metal (c o c Fig. 4), ground to work true upon 'the surface of c, a, is connected to the nave and spindle (al Fig. 4), by the spokes '6, e, e. The end of the spindle which iuns through the nave of the said annularplate (c c e),A works in a bearing to keep it inthe center as shown at a', in Fig. 1. This spindle runs-.125

through the steam pipe to the fore part of y the boiler, if ina locomotive engine,and

terminates in=a handle shown inrFig. 5,-to.

enable the engineer to regulate the admish` sion of the steam. vThose passages riepref.;

sented by dotted circies (f, j, f, f, f, in Fig'. 4) 'are passages for the steam to reverse the engine, whose entrances are stopped b the annular plate. The three passages siown open 11,' 1),), and the-two passages rep# resented by dotted circles (Z2 'b Fig. 4,) are to propel the wheel one way and the othery five passages, represented by dotted circles 'f (f, j', f, f, f, Fig. 4) are; to reverse the motion.

The two passages shown by dotted circles (b b Fig.-4), are intended to be opened as auxiliary power if required to assist the train up inclined planes. When the annular plate moved to (g g Fig. 4) all the-orifices are closed, and the steam is entirely shut ofi' from the wheel, when moved farther to the left the number of steam passages (f, f, f, f, f,) opened on the opposite side for the steam to reverse the wheel will be in proportion to the space over which the annular plate is so turned to t-he left. The back of the steam chest is thus divided into 3 equal parts, of which five passages for steam to 'prpelthe wheel one way, occupy the first part, five passages for steam to reverse it occupy the second part, and the remaining third is blank.

At the front part of the engine, the

handle when upright will shut off the steanr' cording to the number of passages to reverse the wheel; on the index also will be fixed two projecting studs L, l1., Fig. 5, which will stop the handle and prevent the engineer opening two opposite steam passages at the same time. The lower part of Fig. 4, shows the end view of a wheell having a double row of cavities on its periphery and made as before described, but placed in opposite directions to each other, to enable the wheel to he propelled either way according to the direction in which the steam vis admitted through the passages in the steam chest Fig, 1,) before described` lf the steamA be admitted through the passages Z), fb, b, b), in Fig. 4 and (u, u, u, u, u, in Fig. l) the wheel will revolve in the direction of the arrows jy, j1/, y, as drawn in Figs. l, and 4, and if admitted by the passages f, f, f, f, f, in Fig. 4, (to the last hole of which the nozzleY in Fig. 4, belongs), and of'which passages f, f, f, y, f, and the dotted lines in Fig. l, drawn vnear the letters u, u, u, u, u show the direction of the passages leading from the steam chest, the wheel will revolve the reverse way in the direction of the arrow y' Fig. 4. Drawing 'H exhibits the relative positions of the cavities of a wheel and'its case together withA one of the steam nozzles or jets; and the eduction passage; c', o, 0 being the cavities of the wheel; d', d', d, those of the case, e the induction pipe, and. f the eduction passage; the said Drawing H, representing onlyy a portionl or part of a wheel in whichv but one jet is used.

As it is necessary to prevent the air from entering the case, where the axle 7c, k, Fig. 4, passes 'through d, and it is desirable to avoid the trouble of stuiing boxes, Ihave the outside of the nave of the steam wheel ground true and flat and also that part of the inner surface of the case which touches it, and by the same effort` with which the air seeks to enter the partial vacuum in the A case, will the sides thereof be pressed against the nave of the-wheel, and an air tight joint be formed, which will always be self adjusting and may be lubricated by small oil 'cu s fixed on the outside of the case. For the purpose of forming such air tight joint, the` steam case must be made of such a substance, as will be just pliable enough to yield to the pressure of the atmosphere. But in order that the surfaces of each may wear equally at every part of contact, the circle of revolution must be kept as small as possible, suificient only for the object, otherwise the attrition .will not be the same atl every part; for the outer edge will revolve over a larger surface than the center and wear more the greater distance therefrom.' But kept within proper limits my engine will :possess a stuiing box of the utmost efficiency with the least possible expenditure of power, and one that requires no attention to keepin order, for the longer the wear, the more perfect will be the mutual adaptation of surfaces. p

The manner in which the before described engine is set to work is as follows. The engineer will turn the handle shown in Fig. 5, and the steam will pass from the the steam chest (t Fig. 1), through the passages u, u, u, (and the other two passages u, fu., may also be opened to assist 'the engine to start if found needful), in direction of the arrows y, y, shown in Fig. l, when the steam will rush with its full power into the cavities of the wheel and the whole of its velocity be arrested thereby. These cavities must be set at such an angle to its circumference most favorable to propulsion, as will permit the steam to reissue therefrom in the opposite direction to its entrance, without striking against the back of the cavity next in succession. Y

Particular attention must be paid in inclining the cavities and in adapting and tix-- ing the jets of steam theretoto preserve that particular angle, as will best effect this combination. By this peculiar direction of the in'jet of steam and its clear reaction or reissue, about double the effect is obtained to its mere impact crimpingement against a vane or flat surface; for all the velocity of motion or impulsive momentum of the steam is thus arrested, andfby this application of it turned back, and the power so required to'totally change the direction of the steam, is'received in the cavities of my wheel, which will revolve with all the available power of the steam and its extreme duty from expansion, in the direction of the arrows y, g/F ig. 1. At starting and before the wheel has attainedits allotted velocity hereinafter described, the wheel will beexceedingly powerful. It will not only receive the full ettect derived from the velocit-y of the steam, but it will be set in `motion by the additional power of the used steam, which will reissue from the cavities of the wheelfand enter the cavities around` the case, from -whichit will again be returned into the cavities of the wheel by action and reaction, and thus be used over andover' again, until the wheel `attains a .velocity greater than what remains -in the l blast pipe as shown in Fig. l.

Theiigures in Drawino A, to which the'.

.foregoing description reers are laid down toa scale of two inches to a foot, and are thc-se vproportions of my engine, which are intended for a locomotive boiler,rwhich evaporates about 60 cubic feet of water an hour at 60 lbs. pressure on the square inch,l

above the atmosphere. Such a steam wheel revolving at 34,830 feet a minute at about which velocity I prefer the periphery of my engine 'at such pressure to revolve, will,

I think, give about the net actual power of vone hundred and fifty three horses, after deducting for Aloss by the velocity of the vsteam wheel. And the 'saine proportion of partsand velocity are applicable for any high pressure engine, on my principle, where the boiler evaporates the same quantity of water an hour at the same pressure. Three jets of steam of the united area of 2.37 square inches 'as shown in the drawings and table hereinafter given, are sutiicient to disz charge such quantityof water evaporated into steam per hour, the other two ]ets for propelling or reversing being intended only for auxiliary power; for if used continually ,they would run oli' the steam' too rapidly for such supply. f

The velocity of the steam wheel may produce apartial Ivacuum even at the circumference, in which case ,the steam would flow with a greater-expansive velocity, and perhaps render necessary some alteration in the proper speed of the wheel, and in the -table times the quantity of water an hour, the.

wheel itself` need not be enlarged to turn it to account. All that is required is an additional number of jets, whose united areas shall be suiicient to discharge the steam for the pou/er required. These jets must be placed around the wheel`at the proper angles described and additional cavities must be attached to the steam case inside, to turn back the motion of the steam in the direction of the Wheel, and the eduction assage mustbe then placed a little way a ter the last j'et of steam. I can thus increase a high pressure engine on my principle and plan to any power required from 100 progressively to 1000 horses without increasing the size or weight of the engine; and even in condensing engines on my plan, the additional weight will not exceed ten tons'for the highest powers. cavities being made of suitable strength and the boilers proportioned to the .power required, by the simple addition of more jets of steam (one to every one or to every other cavity if required), the power of the .engine may be increased to the extent desired. The way of supplying the Asteam to the jets may be varied by a belt or band of steam of suitable capacity to supply them, (and properly clothed to prevent condensation),I surrounding the case, or it may be inside the case and inside the wheel and the wheel revolve around such belt of steamin which case the cavities on the periphery of the wheel must be made angular and open at both ends, or of'such other shape `as will permit the steam to enter at the inside of the wheel and be dischar ed at the outside. I prefer .however the method described in the drawings.

Althou h- I may prefer my Steam Wheel to go at t e velocity of 34,830 feet ay minute as given in the tables, yet 4it. would -be a great gain to practical science to reduce the -s eed of the wheel considerably helowpne ird of the velocityV of the steam, if it can be `done without losing-'too much dutyv thereby.

N ow I 'think that this important .object may be obtained, to a very` great extent, even probablyto the speed .of thepdriving wheels themselves.' I intend usingff afcase with cavities all around lthe circumference or Ias f many as may be found necessaryfplaced `as nearly as possible tangential to the circum- The axle frame and,

ference of the steam wheel, in closed in such case as shown in Drawing G at d, d, d,

vThe' cavities in the case are made in the following way.. The circumference a a a Fi l, 1s first a r1m of solid metal of surtab e thickness, and of a width answering .very

exactly to the width of the cavitiesround the steam wheel. It is then cut intosaw like notches of the required width and very nearly tangential to the circumference of the steam wheel, and to these notches sides of a metal are then fixed by screws'or otherwise, and thus the circumference of the steam case is' made with the cavities therein. To this hoop or rim of cavities are screwedthe two side, plates 71. Fig. 2, and thus the steam lo case is formed.

The steam nozzle, eduction pipe and air tight stuffing boxes have been before described. The following will be the way inV which the steam will act in such a case to 1.5 enable me to reduce the speed of the wheel, and which is partly described before. The steam upon rushing into the. cavities of the wheel, being an elastic expansive Huid will immediately rebound therefrom into the cavities of the steam case, with a velocity diminished by the motion taken from it by the speed of the wheel. It will as immediately recoil or rebound from the cavities in the case into the cavities on the wheel, and

again lose thesame portion of its velocity by the speed of the w eel. In the same way it )vill rebound back again into the cavities o lthe case, and from thence into the steam ywheel again, losing at every impulse it gives Sly/'to the steam wheel, the same portion of its velocity, and striking each time the cavities of the -steam wheel at that reduced in jet or effect which is due to such lessened velocity. 4This action and reaction will be kept up un til allthe velocity is taken out of the steam by its continued impulse and loss of motion on thewheel, and it is thrown out at the eduction pipe in high pressure engines, or seeks the condenser in condensing engines, to which this arrangement is e ually applicable. To what extent I shall e able to reduce the speed of my steam wheel by this means, practice only can determine, as no theory can estimate how much of the power of the steam may be lost in passing from cavity to cavity, beyond what it parts with in useful effect each time it enters the cavities of the steam wheel, b the .speed at which thewheel revolves. hat-I shall be 50. able to reduce .the speed ver considerably, my experiments before descri ed fully show. For lwhen the angle of the cavity (h) on the experimental arm (b) IFig. 3 Drawing C, was so altered that all the steam on its reissue from the cavity (h) could impinge upon the arm (b) so little was the 'velocity or power lessened by the mere friction of the.

atmosphere and change of motionand even byv condensation, 'that although it was/in. the openatmosphere, the arm stood still, showing that the excess of power which the cavf ity (h) previousl had over the iat plate and over the-unha anced pressure in the arm b wasexactly neutralized or given back by the steam', impinging on the arm Z).

It will be seen that steam applied on the principle of Imy discovery has not only a percussive force of a certain amount, but that it combines with that force an enormous velocity, and will continue striking an object with the power of that' velocity until the velocity be destroyed. Now this velocity may be considered a reservoir of power, which the first injet does not exhaust, if the wheel moves at a slower rate than the steam and it will continue giving out this power as long as its velocity continues and getting less and less.v So long then as the steam continues uncondensed, this action and reaction will be kept up until the steam has transferred by continual impulse all the motion it had on its firstentrance, and consequently different increments or variations of pressure will be obtained. Two illustrations will show what power it is probable will be obtained from applying in this manner the well known law that action and reaction are equal and contrary. First, we will suppose the steam wheel to be going at 10.7000 feet, instead of 34,830 feet a minute. The following table will then show the power, the injet or force being found by the same rules" hereinafter described, namely by the square of the expansive yvelocity of the steam, which by taking the table hereinafter set forth as a guide, l and the same quantity of water evaporated per hour under' the same pressure will give."

the following result.

l Speed of P0 unds Y Number or the ufft's'o, ifegee Area or miseri 1 Horsinjets. the fats er jets. foot high power.

J m'mte per minute.

. 'r' Y M 112.84 90. 22 l 70.12 A 52. 56 f 52 10, 000 r 2. 37 9. S03, 742 2W The speed of the wheel being 10,000 feet a minute and the velocity of /the steam at ,the table hereinafter givenis 112.84 pounds per square inch. The other injets are ascer' tained by the same rules.

Second, we will suppose the cavities of thewheel revolving at only 4,000 feet a min- :filo

ute, but under the same circumstances in other respects. Suppose the velocity of thev steam is 104,000 feet a minute here the first mget will be the square of the difference bet-ween 104,000 feet, the velocity 'of the steam,

- and 4,000 feetthe speed of the wheel, the

force of which Will be 26.3. And the following t-able will show the result.

Speed nf Pounds Number of the mrtr), fyi-giel A rea of raised 1 Horseinlets. the injets' per Jets. foot high l power.

Hmmm per minute.,

' l/Ve see by these tables that when the wheel revolves at 10,000 feet a minute, the duty is 297 horses, while at 4,000 feet a minute the duty is 321 horses. Now supposing that by the change of motion vand condensation of steam (though the case will be kept as well clothed as the cylinders of the present engines), the, power is reduced one half of these results, still the'frst table would leave a powe' of 148.5 horses and the second 160.5 horses. If'the speed of the wheel he 34,830 feet a' minute, as shown inthe table hereinafter given, the result as there shown will be a power 153.41 horses, without any consideration of the additional power which may be obtained from reaction of thesteam from the cavities ofthe case upon the above. principle.l For what my engine will lose inf velocity it will get. back again in-power, not by the present large areas of surface, but by absorbing the power of action and reacttion contained in the immense velocity of steam, thus obtaining a continual 'impulse inthe cavities of the wheelunt-il the steam is brought to a lsta-te as nearly of rest as can be reduced in practice. The cavities around' the case-must not exceed the Width of the cavities of the wheel, or the steam will be allowed to spread too much. But the openings ofthe cavities of the case the ether Way -must be something more than those of the cavities around the wheel, so

that they shall not answer thereto, mouth to mouth,in order that the steam may find 65 its way, from the alternate cavity of the* case and wheel, until it finds its Way to the eduction pipe. The cavities around the `wheel must` revolve as true and as close to the cavities around .the case, as it is possible for machinery to make them, without touching, in order that the s team may not escape between the openings. The parts c, c, c, Fig. 1, Drawing G, represent langes or cleats for the purpose of fastening the case to the required position. The steam wheel in Drawing Gr'shows another form of cavity, which may be found in some cases preferable andl will give, I4 think, the best effect of all the shaped cavities l have tried. e F ig. 2 is a transverse section of the wheell and case, cut through at the line L C of Fig. 1, and made in the following way: d Fig. 2 is the axle and nave, of solid metal, to the 8'5 beveled part of which are screwed or bolted the two disks of metal e, e, which approach each other toward the extremities and are* there welded or brought in contact. To'each side of the part so brought together is 1t- 90 tached the annular ring of sawlike notches, (reversed to each other for reversing the mot-ion of the wheel), to the outside of 'each of which will be fastened a flat rim of metal and the whole securely fastened together by screws or rivets, as shown at f, f, f, f', Fig. 2,v Drawing G, and made steam tight. These cavities will be then complete. This last rim of metal is supposed, to be removed in Fig. 1, Drawing G, to show the cavities of the wheel in section. These cavities-must be as small as possible, and as tangential as possible, as shown in Drawing G, which is on a scale of two inches to a foot.l A section of the axle is shown in Fig. 1, Drawing G, the circle g g being part of the nave` of the wheel, which forms the airtight joint with the sides of the case, and z., b, L, arey bolts or screws to fasten the metal disks to the nave as before described.

The way in which I-connect my ste/alli) wheel to locomotive engines by my rollerl and wheel connection is shown in the drawings in Drawing B of whieh'the following4 is a description. The engine in its c ase als/15115 before described, is partly inclosed in t- 'e smoke box, the portion of which .-f hat p otrudes is shown by al Fig. 1. 1e smoke box is formed as usual 'except -t iat the/two l outside angles are beveled oii as shown at b. 120. I

11) are connected by a common stra ht axle (e) the ends of which work in 1e usual bearings` or plulnmer boxes, except that such bearings, for my en ine, are not connected with the springs, ut have room to The' wheels of my engine (0,0, c, Figgi' 1 and play up and down in guides formed by thc frame as shown by f, f, Fig. 1. The driving wheels are of the usual form except in having the flanges wider and fiat as shownat (l Fig. 2, unless I should find it dcsirablc to apply to the wheels of locomotive engines tlie principle of the inclined groove and spherical edge which- I call the beveled groove and spherical tongue connection to obtain greater adhesion as shown in drawing D Fig. 4, hereinafter described. The springs g, g, y, are elevated a suiiicient 4height above the driving wheels, which are here represented as l feet in diameter. Those springs are confined by any convenient arrangementof the frame, or as shown by h, h, 71 h, It, it, in Figs. 1 and 2, the ends of the springs being'allowed to play in elongated holes or slots, as shown by a' a' Fig. 1. Beneath the springs, at their cen fr, are attached thereto brass boxes or beartngs, y', j, y', Figs; .l and 2, in which are" fitted steel or other hard metal rollers v7c, 7c, la,

which rest upon the widened ianges of thedriving wheels before described,'and have full freedom to revolve in such brass boxes orI bearings. The ends of 'these boxes pass through the spaces made in the framing at l, Z, Z, l, Z, Figs. 1. and 2, the sides of which spaces prevent such boxes from moving in aj horizontal direction, but permit them to play freely up and down vertically; answering to the elasticity and variation of the springs (g, g, g.) The said rollers are so to project beneath the boxes or bearings (j, y', j,) as always to rest upon the wheels as shown in Figs. 1 and iined to their ends in the sa projecting rim.

.those parts (p, 27,) .of the roller, which are in contact w1th the. brass box or bearing, to be lubricated in any convenient way or as shown atg, g, and, at the same time, to prevent the oil from destroying the adhesion or friction of that portion of the roller, which is in contact with the flange of the 'i wheel.

To the inside of each roller is fixed a crank (fr fr) Fig. 3, Drawing B, which may either be composed of springs as shown in the enlarged drawing of Fig. li, Drawing E or without them when a springconnecting link 2, and re to be cond boxes by a" will be used as afterward described. A connecting link (s, s, 3, s). Drawing B, which I call a compensating link, joins this crank to another similar lcrank (t t t), which last crank is fixed` to the axle (u u), of the steam wheel contained in thecase (a). This mode of connecting the steam wheel'by the division of the axle, and its reunion or junction with the rollers, by means of cranks and spring compensating links will save the steam wheel from anyy derangement, jar, or concussion,l and is an ad'ustment which will enable the engine to worliy smoothly, durably and uniformly. The axle is kept in its proper position by the standards (o, c, 1),) Figs. 1, & 2, which are firmly ixed in the framework of the engine. The boiler and furnace are fixed in the usual manner to the frame of the locomotive and through the medium of the springs' (g, g), and rollers (lc, la) are supported on the anges at the upper part of the driving wheels as shown in the-drawings Figs. 1, and 2, instead of being supported on the axles in the usual way. Now -if the axle (u u) is caused to re volve" by -the steam wheel, either.way that it is; desired, it will give, through the medium of the cranks and connecting links before described the same rotatory motion to the rollers, and -by the pressure thereon, caused bythe weight of the engine, these: rollers being-I in contactv with the periphery of the driving wheel, will have the same tional power by contact or adhesion to the wheel, as thewheel hasto the rail, which will necessarily cause the wheel \to revolvev in a direction opposite tothat of the steam wheel fricand rollers, and with-al speed proportionate to the difference between the diameters of the rollers and driving wheel, and thus the locomotive will be propelled by the pressure of the axle 71j. The proportion, between the diameters of the driving wheel and. rollers,`

must be determinedby the speed desired to travel and by the rate at whichthe steam wheel revolves. Inthe drawingsthe driving wheel is shown to be four. in diam@ ter, fand the roller three inchesand two tenths, wheel revolves at-about 35,000 feet a minute, such proportioned rollers will propel the lo-` comotive at. about 30 miles arry hour.' The boiler will be supplied Iwith water by the usual pump, to lbe workedby an eccentric and if the periphery ofthe steam upon any one'of the axles of the wheels. The

other parts of a locomotive frame and appurtenances for my engine do-hot require description as they may )e made in the usual way.

Should the rapidity with which the roller of the steamv wheel axle revolves, be found to f produce too' great an amount of friction, under the pressure necessary to obtain adhemaar ' sion between theroll-er and the periphery of the driving- Wheel, I propose to use the anti friction wheels shown in Drawing F,where in Fig. l, represents a side elevation of part of the frame of a locomotive engine and Fig. 2 the end elevation of the same. lnstead of using the box j before described in Drawing B, I substitute the six anti friction wheels lettered c, b, c, al, c, f Figs. l, and 2, three of which a, b, c are seen in the side ele-` vation of Fig. l, having three corresponding behind them, and the end View of four of them a, d, Z), e, is seen in the end elevation Fig. Q, having two corresponding wheels behind the wheels b, e. p

The two bearing wheels a and (I, are firmly7 ,fixed on the same axle g, which passes through a plummer box or bearing shown by the dotted lines in Figs. l, and i2. This bearing is fastened to the upper part of the spring ai, that is by 'means of a strap from the spring, or other suitable contriva-nce, so that the spring is thus suspended upon or connected with the axle of thetwo anti-friction wheels (ad, which spring, by the weight of the engine, presses the said, two antifriction wheels upon the roller'ulaat j, j,

Figs. l, and 2, and gives the required vertical bearing on the roller to produce adhesion to the. periphery of the driving wheel. To keep the roller in its horizontal position the four smaller antifriction wheels are used two at each side, as shown in the drawings, two of the said wheels being unseen in the end view of Fig. Q. The ends of the axles, of each pair work in bearings in the side frame shown at z', i', Q Figs. l, and 2, all of which will be lubricated in the usual. manner. in Drawing F is represented my method of using the beveled groove roller into which the flange of the drawing wheel enters to givemore adhesion than by plain surfaces as before described. This drawing` also is laid down one inch' to the foot. Fo'r steam navigation and other machinery l propose to'use asimilar arrangement of six anti-friction wheels to keep the roller of the axle of the steam wheel in Contact with the large wheel or wheels'for the screw propeh ler., vThemovable bearing (i i) described in Draw1ug D will be composed of these six anti-friction wheels, two of which will be above'the rollerv (h) and keep it in cont-act with the upper or lower part of the large wheel, by means ofthe pressure caused bythe screw Fie. 3 Drawing D, and the rods (1 r) which will be attached to the movable bearing (i i) as before described.

rlfhe other antiefriction wheels will with the former surround the roller, and thus keep it in its place. Each pair of wheels will he fixed to one axle. VAArnd all the six anti-,friction wheels will be moved together vertically up or down in the movable bee- (i el) by the screw described in l? L.. il, Drawing D. YIn the front' of the locomotive engine l place a screen shown by the dotted lines 2, 3, 4, in Figs. l, andQ, Drawing B, the frame of which may be composed of wood or iron and covered with sheets of metal. The form is shown by the dotted lines 2, 3', el, 4', 4i in Fig. 2, and the side view is shown in Fig. l, byl2, 3, and 4, and this screen may be fastened to the frame of the engine at any convenient places, such as at 2, 3 and 5 in Fig. 1. The object of this screen is to lessen the resistance of the atmosphere, which the engine now receives, and to turn that which it must still receive to a useful account; an advantage which is obtained by the atmospherepressing on this screen, and thus giving greater adhesion of the wheels to the rails, which will also render the engine less liable to pitch; and these advantages will be obtained in propor tion asl the screen is allowed to approach a horizontal position. For instance if the chord of the arc of the screen forms an angle of with the plane of the rail, and the resistance over the wholeV of the engine, without the screen, amounts to 300 pounds, the engine will only receive a resistance of l5() pounds, and the remaining 150 pounds would be thrown in vertical direction and be in favor of the adhesion ofthe wheels and tend to prevent the engine jumping olf the rail.

F or steam navigation or other condensing' engines ll apply the `steam upon the sa-mc principle and use the same kind 'of steam wheel as for locomotive engines but with only one row of cavities around the peripln ery;l and l add thereto the following eccentric rotatory air pump. Fig. 2. Drawing E represents an outside view of a hollowbarrel or cylinder, where a and Z) are flanges cast thereon to attach it to the condenser and hot well as hereinafter' described, at each end ot the barrel are also two Hongos (c and nl) cast thereon, to which the two caps (c and f), (a` side view of'one of which isshown in Fig. 6), are bolted.v Through this barrrl' passes the axle of the steam wheel before de scribed, being enlarged at that part within @the barrel in a manner shown at g, Fig. l, and which forms an eccentric shown by i; and 2'. Figs. l and 8. rll`he parts y' and in" Fig. l, are a section of the barrel just de` scribed and Z, l, that of the axle of the engine. The caps c and f before described, will' ground as water tight: as l'possible to they shonlders'andaixle m, m, m, 0Min lg.

Fig. 7, shows a, transverse' Section' ofthe barrel and eccentric axle, which axle will' be made to revolve vf'ifthA the part n, es nearly as possible water tight with thepinside of ihe barrel. This bearing has two openings lengthwise through its whole extent shown at o and 72, Fig. 5, which is the back view ot Fig. 2. The. said two openings will take the direction .shown at r/ and fr Fig. 7, in one of which. (screwed to the solid part which makes the division between the said openings), will be a piece. of metal Ato form an elastic spring, as shown at s running the whole length of the barrel, the edge. ot' which spring will gently press upon the surface oi" the eccentric axle as shown at 2f, Figs. 7, and S. true and the spring be so adapted thereto.y that they may form together an air and water tight joint, and thus prevent. any coinniunication between the two openings and i, or between one part of tliejbarrel and the other. F ig. 8, represents the condenser (u) and hot well w), being the ediiction passage from the steam case containingl the steam wheel, and the injection pipe.

The section of the before mentioned air pump is shown at y, screwed in its properplace to the side of the condenser, with the openings (l and 7*, fitting to corresponding passages z, a, leading' from the condenser and also to the hot well. The way in which my ecentric rotatory air pump will Vact is as follows. The eccentric axle, partaking oi" the motion of the steam wheel, in the dii-ection of the arrow (a) Fig. 7.`lhe space A will gradually become enlarged and the space B be contracted and the water and air will pass through thevpassage o to lill the vacancy, while the water and air contained in B will be urged through the passage 1", by the eccentric taking the position as shown in Fig. 8, and thus the air pump will continue its revolutions and expel the injection water and'air into the hot well In. When the eci-.oir tric is in the position shown in Fig. S, the spring will be pressed back into the passage 7 Fig. 7, as there shown, allowing the eccentric axle to pass around. lln the `hot well 'e a long narrow flap (a), running the whole length and Working upon a hinge, will act as a valve to the passage, i', and prevent air or Water from passing from the hot well to rthe air pump, when the engine is stopped or stationary.

. I consider that the following proportions are about those dimensions which will be rel quired for an air-pump on my plan for a condensingl engine, which is working olf a A.cubic 'foot of water, evaporated into steam per minute namely. The'barrel should be about 18 inches long, 4 inches in diameter the bore and thel eccentric about 3% inches .in diameter, of half an inch/for theexpulsien ofthe inf which leaves an extreme space SQTOII WMC? and... .air info 'the l het v'Wol l," the.l

The eccentric axle must be turned so axle-making not less than about. 3,000 revolutions a minute.

11e/sting my steam engine with a paddle wheel shaft for steam navigation or with other machinery requiring a slower motion call the. roller and wheel connection.77 Fig. 1, (fr.) represents the ase containing the steam wheel before described at. Fig. l, Drawing A, having only one row of (cavities around the periphery thereof, yand l `ig. 2, shows Fig. l, eut through atl the line e c. The case is here shown to be made stronger aiulwhich caseisl kept steady by suitable frame work (e c) and fastened to the foundation plate (d). The eduction pipe A leads the steam from the steam ease to the condenser B where it is condensed, in the usual. way, by injection from which'it is withdrawn by the air pump C and dis-y charge into the hot wheel .D as described in Drawing E. The pipe E is to carry away the waste water from the hot well, and F is the pipe to supply the feed pump which can be worked by ai "ccentric on the main shaft.

The steam is iet into the cavities of the steam wheel at H. on the opposite sido to the pipe A, Figs. 6, and 7, represent transverse and longitudinal sections of the termination of the large supply pipe H, conveying the steam from the boiler to the steam chamber From this chamber the steam will rush into the cavities of the steam wheel, through the passages 1, 2, 3, f1, 5. The slide J will be worked by hand by the rod passing through the stuiiing box K, and will open or close 'as many passages as are desired. The axle of the lengine or steam wheel passes ythrough the .air pump C described before (and in Drawing E),and works the crank (e) which may be'connected to the, other crank g by a spring link (f), which I call a spring compensating link as shown in Figs. 9 or 10, Drawing E. The crank gives motion to a short axle la, which passes thro-ugh a bearing i) hereafter described and which terminates in the roller j. This roller is receivedinto an .iron hollow 7c, cast or otherwise made in the circumference of ,a larger wheel (Z) as shown in section in Fig'. 1, and which wheel is fixed upon the paddle shaft (m), in steam boats,- or on the mainshaft of machinery Vin general. The part of the f 'aming (n a.) shownlpinsection Fig. 1, willsupport a bearing attsfupper part (o), for the main axle, and will have an aperture, 'at its lower part (79) toreceive -t-Le'qiovable'bearing (iii). `This `movable beariI yfeast beso 'made as toreceivefthe .wie j ,mniy aad-se4a1relyandtoiii; .the

' Drawing l) represents my method of coni than my steam wheel, which invention I also by outside ribs (6,0) it found necessary,V

` Figs. 1', and 2.

' suddenly arrested or imparting a portion of.-

aperture (p Fig. l, and p p, Fig. 2), and be made to keep its position laterally by a .fillet shown by thedotted lines Q,lg, y., y, Figs. l, and 2, but it must be allowed sutlicient room to play vertically up and down, as it may be elevated or depressedv by the rods r, 1', o', These rods are tirmly fixed in the bearingas shown at s, s, s, the upper parts of which rods will go through the deck in steam vessels and be -tted to each end of a sufficiently powerful spring t Fig. 8, and through this spring will pass a broad threaded and powerful screw, which will be turned by a handle or lever as represent-ed at u, o, fv, Fig. 3. By turning this'handle or lever, the, screw will elevate or depress the spring, which, through the medium of the said rods r, r, r, r, ir, Figs. l, 2, 3, will ele-- vate or depress the bearing (i) the axle (it) and the roller y' Fig. 1. By this means the roller y' will be brought in Contact, either with the upper part of the hollow k of the large wheel at w, or with the lower part at m Figs. 1, and 2, and by friction, adhesion or contact will turn the wheel (l) one way or the other as the vessel orA machinery, to be moved thereby is required to be propelled or Z backed. The spring t t ,before referred to will keep the roller y' suiliciently Ain contact with the wheel (Z), and yet allow by its play 's'uliicient compensation for any slight inequality in the periphery of the said wheel. If preferred to have this arrangement for propelling,'easing, or backing the vessel be- 'low'decln the principle is capable of as easy arrangement below as above y deck. The space between the'upper partI of the bearings of the a-Xlet'm.) and the under part of the screw box u Fig. 3 will be occupiedby a sufficient-ly strong prop or support e, z, Figs. 2 and 3, for the screw (u) to tit in, and thus prevent any strain upon the bearings. The paddle wheels or machinery may by this arrangement be eased, suddenly stopped and reversed, while the steam wheel continues its maximum velocity, and vet without con- .cussion vor derangement, which would other/ wise be produeed by a rapid speedbeing its velocity toimatter at rest. For tho-ugh the steam wheel continue its utmost velocity,

Ait will only impart the required motion to the paddles'or other machinery gradually andsmoot'hly; for the great wheel will slip for a while until its inertia'of rest is over' come and itI obtains its uniform speed. And shoulda-heavy sea strike the paddles or any other unlocked for impediment. (such as masses of ice or wood suddenly arresting the paddles) neither strain nor concussion can be produced asv in the present engine, for my 'steam wheel will still eontinue'its smooth: antteasy veloettyfwhile the' large wheel willi accommodate itself to the obstruction, by

ance proportioned to the which was orlginally calculated the engine would have to overcome. And when the danger of the boiler bursting, through the safety-valve getting out of order will/be retinue its motion, for it will then act as a safety valve, and carry oli' all the steam that would otherwise accumulate and pass off at the usual safety valve, .for it is chiefly previous to being again started, that so many lives have been lost by the boilers exploding. In the numerous stoppages on the river, this will save 'the engineer the frequent attentionv to the inject-ion cock, .which once turned at starting'may continue till the vessel reaches its destination.

One action only is required for stopping three with the present; the steam supply valve gear, and' injection. rPhe supply and bilge pumps can be attached to the main shaft, or worked in any ofthe usual methods familiar to engineers.

Vhere the plain surfaces before described for the adhesion of the roller to the wheel may not be suiicient for the purposes of great power, (on accountof toomuch strain on the bearings, necessary to obtain the required contact, being found objectionable), I propose to use, as a modification of the principle before described, as well-for loco motive engines, navigation and other purposes, an arrangement which I call the beveled groove and spherical tongue connection, the plan of which is better shown in an enlarged drawing in Fig. 4, Drawing l). Part of the roller (a) is shown, having one, two, or more deep grooves (h, 5,) turned around it,the sides of which grooves 'are hevyeled or approach. each other toward the hot- Fig.y 4, c, c, c, c, the circumference lof' a wheel, of' which part only is here shown at (l '(which is to -he turned by this roller), has around it one, two, or more projections e, c,

curved at their edges and'madevto lit'- int'o the grooyes in the roller, and which'will place opposite portions of their semicircular edges in Contact with the inelinedor beveled' sides of' the grooves asfshown bye, e, c, c. rlhe following is a description of this arrange ment', the principle of' whichg Fig. 5 will illustrate, being found on theH principleof the wedgeA or inclined plane; The side of slipping for the moment until the unwonted: resistance be removed, arldonly that' res1st`-` ower 1s restored vessel is stopped all the usual chances ormoved if the steam wheel is allowed to con tom of the same as shown in the drawing' truly semioircular or otherwise" properlyf when the vessel has been stopped or just.l

or reversing the vessel with my engine;

llO

tact the degree of pressure which causes -ein Fig. 4, to advance toward (f, will be increased as relates to the point of contact at. -cof the bevel of the groove or hypotenuse of the angle, in proportion as the side y exceeds the base 7L in Fig. 5, by

which plan adhesion may be obtained to any required amount, by vertical pressure of a comparatively small degree. For instance if the adhesion or contact required between l5 the roller and the hollow wheel for steam navigation or other purposes was ten tons; by making the perpendicular g Fi 5 Dra-wing D exceed the base z` 10 times; that is let g be one inch and a quarterand -L- one 2O Sth of an inch, the axles and bearings would only bear a. pressure of one ton. By applying-this principle to the tread of the wheels of locomotive engines, the adhesive power may be so increased as will enable them to 2E surmount gradients so steep as Ato be impossible to be surmounted by the present engines, while the tractive power may be increased to the required amount `letting on more of steam as before describ'eftl. If for instance the adhesion between the wheel and 'rail were ten tons before this principle were applied, it would be increased to 100 tons by using the proportions just mentioned. By having therefore auxiliary engines with wheels so made, ready to draw the trains up steep inclines may prevent the use of stationary power, and the necessity in many cases of making such easy gradients at so great a cost. In so applying this principle 40 the wheels must be made with a hollow in the periphery, in the same way as the rollers are described in Drawing D Fig. l, and the rails will form the tongue.

Fig. 9, Drawing AE represents my springconnecting compensating link7 for the cranks of my axle and roller, to allow the boxes or bearings to be elevated or depressed, and is formed of two elliptical springs a and b, which are joined in the usual manner at their extremities 'and the centers of the "lfsprings are attached by a movable joint to the extremities of each crank at c, (Z, separating them at about an angle of (30 degrees. Fig. 10. Drawing Il 1s another kind of spring, which I call an elbow spring connecting link, which I prefer for the same purpose, namely to prevent any ljar or concussion, and to compensate for any irregularity of motion affecting the engine shaft.

The parts -eand f are formed by a series of spring plates.l fastened together in the usual way and increasing in strength toward the end (g) where they7 are strapped andbolted together, in the position shown at Fig. 10, andthe ends L and z' have eyes 'tor the purpose of being connected to the cranks before mentioned. Should these cranks be found to revolve so'quickly, as to cause much atmospheric resistance, they may be inclosed lin a circular case to revolve with them. Andin the condensing engine -on my plan, where the steam wheel will revolve with a much greater rapidity as hereinafter shown, the cranks may revolye in an air tight chamber communicating with the condenser, by which arrangement, they will revolve 'in vacuo. But in the whole engine the air tight stuting boxes need not exceed two. the condenser and air pump being placed on one side of the steam case and the chamber on the other. i

Drawing C Figs. 4, 5, 6, represent sections and an end View of my improved nozzle for supplying steam to the wheel on my principle, which, if only one large supply pipe be used to increase or diminish the power of the wheel must be so formed, instead of as a. throttle ajalve. Fig. 4 ,whichis a plan in section` has at its immediate vorifice inside-a trulyy circular curved hollow shown by -awhich continues past the orifice to the point b into which hollow is ground true and ttted a. segment of a circular piece of metal C, which is connected with a small spindle -flnf which terminates in a handle or connection outside, which can be connected with a governor, to contract or enlarge the orifice, according to the wants of the machinery or be turned b v hand to sluit off the steam entirely. Fig. 5 shows a sectional side View of the same, where c is the segment of the circle, fl the spindle passing through t-he small stuifing box -c-iand terminating at any convenient distance by the handle f. Fig. 6 represents an end view of the same. and shows the whole size of the orifice g, g, and two different positions of the contracting segment by the dotted line -h- .and the dark portion 'e'. The object of such a nozzle is to contract or enlarge the passage for the steam at the immediate outlet or orifice, fo it' the contraction be higher up the pipethe steam would be so diminished inpressure at the orifice as to lose a great portion of its impulsive velocity.

Drawing C. Fig. l, is the form of arm, l found to give more power in engines on 1 Iierr`s principle. Instead of the straight arias n. Z), I used serpentine arms,'shown at e. j', where the parts from. c to d and from j" to .f/ partake of the circle of rotation, and where the parts from Z and f to the center e are made to form an easy curve, the pipe or hollow when the steam runs along gradually enlarging in area to the center e.

The object of such an arm is, to keep the part 

